bingley



1. W. BINGLEY.

SAFETY TRAIN sToP MECHANISM.

APPLICATION FILED NOV.22. l9l6.

Patented Dec. 28, 1920.

1. W. BINGLEY. y

SAFETY TRAIN STOP MECHANISM.

APPLICATION FILED Nov. 22. Isls.

1,363,557. Patented Dec. 28, 1920.

2 SHEETS-SHEET 2.

v WW

UNITED STATES JOHN W. BINGLEY, OF WATERTOWN, NEW YORK.

`PATENT y OFFICE.

SAFETY TRAIN-STOP MECHANISM.

Specification of Letters Patent. Pttilted Dec, 28, 1920.

Application filed November 22, 1916. Serial No. 132,872;

T o all whom t may concern.:

f Be it known that l, JOHN W. BINGLEY, a citizen ot' the United States residing at lllatertown, in the county oi' jefferson and State of New York,`have invented certain new and useful Improvements in Safety Train-Stop Mechanisms, of which the fol- -low is a specification.

' emergency application, and such an arrangement is the preferred form of' the device. y

The application is caused by a magnetically operated valve which admits main reservoir pressure or any other suitable fluid pressure to a fluid pressure motor so related to the engineers brake valve as to move the same to service application position. This motor then operates to prevent the movement of the engineers brake valve away from service position in the direction ot running and release positions, and leaves the valve free to be moved to emergency position by the engineer. The electric valve y.above mentioned is actuated by an electromagnetic relay which last is brought into action by means of a track ytrip of the inductive type. This track trip includes a fixed electro-magnet on the track which is so connected with the signal system as to be energized or denergized according to the position of a corresponding signal, together with an inductive coil or winding on the train and so positioned as tok be carried by the movement of the train through the field of the fixed track magnet. The current induced in the inductive coil by such movementv actuates the relay above mentioned.

The Huid motor mechanism for actuating the engineers valvetorms the subject matter of a co-p'ending application, Serial. No. 132,873, filed November 22, 1916, entitled Improvements in engineers brake valves. I illustrate a preferred embodiment of the i invention in the accompanying drawings, in

which Figure 1 shows the system in diagram, the

valve mechanisms being shown in section and the pipe connections, relay, and track trip mechanisms being represented in pure diagram.

wv lug. 2 shows the fluid pressure motor applied to an engineers brake valve, the cylinder and piston of the motor being shown in section. `ln this view the `motor piston is shown in its normal'retracted position and the engineers valve in running position.

F ig. 3 isa view similar to Fig. 2, showing the piston at the forward limit of its motion with the valve forced to service application position and free to be moved farther for an emergency .application by the engineer.

n The invention may be applied to any usual type of air brake in which the brakes yare applied by the movement of an engineers brake valve. ln the present casefa familiar type of automatic system with an engineers brake valve of the equalizing discharge type is illustrated so far as is necessary i'or an understanding of the invention.

The engineers valve is provided with the usual casing land operatingvhandle 2, which is connected with the rotary valve 3 in the usual manner. The rotary valve 8 has the familiar functions `corresponding toy release, running, holding, lap, service and emergency positions, but the invention is applicable to valves having more or fewer positions. The use of the equalizing discharge feature is not essential to the invention. f

The casing 1 is provided with the usual pipe connections.k The main reservoir connection is shown ata, the main feed connection at 5, the train pipe connection at 6, andthe equalizing reservoir connection at 7. The main air pipe leading from the main reservoir (not shown) is illustrated at 8, and 9 represents any suitable type of pressure reducing feed valve interposed between the main air pipe 8 and the feed pipe 10. The equalizing yreservoiris shown at 11. The duplex pressure gage 12 is connected by a pipe 13 to the main air pipe 8, and by a pipe 14 to the equalizing reservoir 11.

The equalizing reservoir 11 is connected with the equalizing chamber 15 above the equalizing piston 16, which is subject on its lower side to train pipe pressure. The piston 16 operates the equalizing discharge valve 17 which controls an exhaust or discharge port 18 leading from the train pipe to the atmosphere. The pressure in the chamber 15 is controlled by the valve 3 by its coaction with a port i9 in the seat et' that valve.

Service applications are produced by ducing the pressure in the chamber through the action et the valve i i causes the piston 'lt to rise and vent trai pipe pressure by the opening of tive until the train pipe pressure it below the pressure in the chamber l5, When the valve l? again closes the port i3 With the descent of the piston i6. The release, recharge and emergency application tunctions may be directly controlled by ports in the valve 3 in the usual manner.

The structure so far described is familiar to those skilled in the art and the details ot this construction are not material to the present invention.

Mounted onthe casing l et the engineers valve is a cylinder 2G, to the head end ci which pressure may be admitted through a pipe 2l. Mounted in the cylinder 2O is a free piston 22 which when moved aifay from the head end ot the cylinder engages and movesa rod 23, which is connected to a rack 24 outside the cjylinder 2O and guided in Ways 25 formed in the cylind r cast' The rack 24 meshes with a sect Which is formed on or carried by the handle 2 of the engineers brake valve. Thus, when the piston 22 is forced to malte its full. travel away from the head end of the cylinder 2O it moves the valve handle 2 toward application position, and the cylinder 2O is so proportioned that the liull travel ot the piston 22 will just move the v lre handle k2 to aservice application position. This is considered a distinct advantage, because an emergency application is unnecessary in most cases, and if necessary in any particular case canfimmediately bemade by the engineer as the rod 23 is Wholly rtree troni the piston 22. It, however, it were delired te have the valve moved to emergency position and 'held there, this could readily be secured by a change in the proportions of the device. For example, by lengthening the travel of the piston 22 or by reducing the pitch radius ofthe sector gear 26, so that the latter Will produce a greater rotation of valve stem for the same travel ot the piston 22.

A thrust spring 27 may be pla Eed behind the rack 24ste taire up any looseness lost motion, if desired. After the pressure has been released behind the piston 22 t iis may be forced back to its normal position, by moving the valve handle 2 to release position.

Pressure is admitted to the pipe 2l by means of a valve 28 controlling a connection 29 from the main air pipe 3. This valve urged'off its seat by main air pressure bj a spring 30. The valve normally held closed by the down 'fard thrust oli an arrnak ture lll 'wiiich is drawn down by an elect-roinagnot ln the nornial operative position the magnet 82 is energized thus holdi Ye 2S closed. lressure behind i relieved by leakage around the and this lealage is pur oely1 made rent 'for this purpose. `@ne terminal oi" the windings ot the 1nag 32 is connected to contact With ich a. switch arm 34 c 'itacts when in its lower position. llhe other l'ermiinil ot the ni has two connectie the iirst of which a constant connection. and the `second a shunt to cut out magnet Bl. T he tir-st connection is tliirough the battery to the s itch arm 551i. The sl'iunt connection is through the manually operated, normally closed switch 36 and the electro-magnet to a contact 38 ifi/li which the s'=,vitch arm Bet contacts when in its upper position. The electro-magnet 37 is energized by such contact and holds the arm in its upper positien by attracting an armature 39 attached to that switch arm. The arm Se is urged ujniward by a spring ll0 :tor Which a Weight may be substituted it prezteii'red. During :normal running condition the switch arin Sel is held down by an electroinagnet 1li coae ing with an armature l2, the magnet ll t.; in circuit with the inductive Windin 4518 which have iron cores The inagnet l-l. and windings i3 in circuit with a battery or other source of current l The windings it and their cores lll are mounted on the train so as to be carried thereby past and close to an electrcrnagnet fl-(3 tired beside the tract: and adapted to be energized so as to procuce a strong niaguetic lield Whenever an associated sional is t against the passage of the train. The enact form ol" this electromagnet is not material and types are now familiar one of `which operates on open and the other on closed circuit, the latter being usually prelierable because derang'enient of the circuit will cause stoppage ot the train. The drawing may represent either.

For open circuit operation l-t would be the soft iron core of an ordinary electroniagnet Whose windings 1l-8 would be in circuit with a battery Ll-, the circuit being closed by the signal when the latter is set to stop position, by means ot any suitable switch (not shown).

For closed circuit operation 46 would be a permanent `magnet 'with soft iron pole pieces carrying the windings 4S. The Windings d8 Would be in circuit with battery 17 the circuit being opened by he signal, by any suitable switch (not shown), when the i nal is set to stop position ln all clear positions et the signal the circuit would be gized when an effective field is created and denergized when the effective field is destroyed. I use the terms in this sense in the present specification and claims such use being warranted by the admitted functional yequivalence of the two devices.

Under ordinary running conditions the magnet 46 is not energized. Under these circumstances, the magnet 41 would be not affected by the magnet 46 and would hold the switch arm 44 in its lower position, thus energizing the magnet 32 and preventing the admission of air behind the piston 22. Should the signal corresponding to the magnet 46 be set against the engineer, the magnet 46 is energized. When the inductive windings 43 are moved through the field of thc magnet 46 by the passage of the train, the battery 45 is momentarily over-powered and the magnet 41 releases the armature 42. The switch arm 34 then moves to its uppermost position under the action of the spring 40, denergizes the magnet 32 and allows valve 28 to open to admit pressure behind the piston 22 to move the engineers brake valve to service position. At the same time the arm 34 touches contacts 38 and energizes magnet 37 thus holding the switch arm 34 in its upper position indefinitely. To restore the device to running condition, switch 36 is opened. The magnet 41 restores the relay to its normal position with the arm 34 vagainst the contact 83. Switch 36 is then closed and the device is again in running condition. Switch 36 is preferably put in a position which s` inaccessible when the train is in motion, so as to require-stopping of the train before the brakes can be released. p

Vhile the structure described is preferred, it is subject to modication. Since there are only two conditions of the stop mechanism 1, normal running condition, and 2, automatic stop condition, either of these may be made to correspond to either of the two possible conditions in any part of the electric circuit which conditions are open circuit and closed circuit. As a rule it is desirable to have normal running condition depend upon closed circuit, for then any failure of the circuit will cause application of the brakes and call attention to the situation` Such an arrangement is shown with reference to magnet valve 28 which is held closed when the magnet is energized. Both of these arrangements of electrical control circuits are known to those skilled in the art, and the present invention is not confined to either, except asspecified in the claims.

Having thus described my invention, what 1 claim is l. The combination of an automatic train brake mechanism including an engineers brake valve; a pressure motor operatively connected with said valve 'to move the latter to application position; a valve connected to admit pressure fluid to said motor; an electro-magnet operating when energized to hold 'saidA valve closed; a relay switch having a contactor connected through a current source to one terminal of said magnet;

a pair of contacts for said contactor the first f connected to the other terminal of said magnet and the second connected to a shunt `around said magnetfsaid shunt including a second electro-magnet for holding said contactor against said second contact when the circuit isA closed through the shunt; means constantly urging said contactor toward said second contact; a second closed circuit including inductive windings; a current source and a third electro-magnet for normally holding said contactor against said first contact, all the parts so far named being mounted on the train; and a fixed electro-magnet mounted on the track near the path of said inductive windings, capable of being energized and denergized, and when energized operative to induce a neutralizing current for denergizing said electro-magnet to release said contactor and allow it to contact with said second contact.

2. The combination of an automatic train brake mechanism including an engineers brake valve; a pressure motor operatively connected with said valve to move the latter to service application position while permitting manual movement to emergency application position; a valve connected to admit pressure iuid to said motor; an electro-magnet operating when energized to hold said valve closed; a relay switch having a contactor connected through a current source to one terminal of said magnet; a pair of contacts for said contactor the first connected to the other terminal of said magnet and the second connected to a shunt around said magnet, said shunt including a second electromagnet for holding said contactor against said second contact when the circuit is closed through the shunt; means constantly urging said contactor toward said second contact; a second closed circuit including inductive windings, a current source and a third electro-magnet for normally holding said contactor against said first contact, all the parts so far named being mounted on the train; and a fixed electro-magnet mounted on the track near the path of said inductive windings, capable of being energized and denergized, and when energized operative to induce a neutralizing current for denergizing said electro-magnet to release said contactor and allow it to conn tact with said second contact.

3. The combination of an automatic train brake mechanism including an engineers brake valve; a pressure motor operatively connected with said valve to move the latter to application position; a Valve connected to admit pressure fluid to said motor; an electro-magnet operating when energized to hold said valve closed; a relay switch havin@lr a contactor connected through a current source to one terminal of said magnet; a pair ot contacts for said contactor the irst connected to the other terminal of said niagnet and the second connected to a shunt around said magnet, said shunt including a second electro-magnet for holding said cone tactoizagainst said second contact when the circuit is closed through the shunt; means mesma' constantly urging said contacter toward said second contact; a second closed circuit in cluding inductive windings, a current source and a third electro-magnet for normally holding said contaetor against said iirst contact all the parts so far named being mounted on the train; a fixed electro-magnet mounted on the track near the path of said inductive windings, capable ot being energized and 'deenergized and when enern giZed operative to induce a neutralizing current for deenergizing` said electromagnet to release said contactor and allow it to con lact with said second Contact; and a normally inaccessible manually operable switch for breaking said shunt connection to permit the third electromagnet to restore said contacter to normal position atter actuation.

ln testimony whereof l have signed my name to this specilication.

JOHN li/17. BlNGLEY. 

